Mechanism for indicating and controlling movement of passengers



Dec. 28, 1926. 1,612,722 J. HOFF AY MECHANLSM FOB-INDICATING AND CONTROLLING MOVEMENT 0F PASSENGERS Filed May 5, 1922 4 Sheets-Sheet l F Fly-J A3 I- m J 5 96- og 63 98 M) /7 I I5 241/ juzlfiflfii 39 1 1, v NTOR ja -1| man m1 ATTORNEYS Dec. 28 1926.

J. HOFFAY MECHANISM FOR INDICATING AND CONTROLLING MOVEMENT OF PASSENGERS Filed May 5. 1922 4 Sheets-Sheet v ENTOR A TTORNEYS Dec. 28 1926.

J. HOFFAY MECHANISM FOR INDICATING AND CONTROLLING MOVEMENT OF PASSENGERS Filed May 5. 1922 4 Sheets-$heet ATTORNEYS Dec. 28 1926.

J. HOFFAY MECHANISM FOR INDICATING AND CONTROLLING MOVEMENT OF PASSENGERS Filed May 5. 1922 4 Sheets-Sheet 4;

IN VENTO )i ATTORNEYS Patented Dec. 28, 1926.

UNITED STATES I 1,612,722 PATENT OFFICE.

JOSEPH norrA'Y, or New YORK, N. Y.

1 Application filed May 5,

This invention relates to mechanism for indicating and controlling the movement of passengers in their entrance to or departure from subway, street, railway and other passenger cars. In the operation of such cars a great deal of trouble, inconvenience and delay is caused by the interference of passengers at a station attempting to enter a car standing at the station with passengers alighting from the car. This has made it frequently necessary articularly during the rush hours to provi e guards at each sub-station or point at which the passengers are to alight from or board a car in order to control a crowd at the sub-station and hold them back until the alighting'passengers have left the car. The provision of such guards obviously adds greatly to the operating expense of arailway system. p The conductor or other operative within the car is often located at a considerable distance from the entrance doors and for this reason it has been difficult for him to see when. the alighting passengers have all left the car or when the last boarding passenger has boarded the car. This also causes considerable delay in the closing of the doors. The closing of the doors and starting of the car before all the alighting passengers have left the car or all the boarding passengers have boarded the car is liable to result in serious accident. One of the principal objects of the present invention is to provide an apparatus by which the passengers may be allowed to leave the carat a station and the passengers about to enter the car may at the same time be easily controlled so that they will not interfere with the alighting passengers, even during the periods of heavy traffic, with a much smaller operating force than is ordinarily required. Another object of the invention is to produce a mechanism by which passengers about to enter a car at a station may be controlled without difficulty by an operator within the car ,whilepassengers are leaving the car.

Another object of the invention is to produce a novel and improved indicating mechanism for indicating the movement of passenger-s at a distance from thepoint where the passengers are entering or alighting from the car.

lVith these objects in view the invention comprises various novel and. improved fea- 1922. Serial No. 558,784.

tures hereinafter described and particularly pointed out in the claims, the advantages of which will be readily understood and appreciated by those skilled in the art.

The invention will be clearly understood from the accompanying drawings illustrating the invention in its preferred form and the following detailed description 'of the constructions therein shown.

In the drawings- Fig. 1 is a view in front elevation of an apparatus embodying the invention in its preferred form;

Fig. 2 is a plan view of the said apparatus;

Fig. 3 is a view similar to Fig. 1 illustrating certain of the parts in different posi tions';

Fig. 4 is a plan view illustrating a car standing at a station platform and mechanism embodying the present invention applied to said platform;

Fig. 5 is a detail view in front elevation illustrating a construction .for controlling certain parts of the present apparatus from within the car;

Fig. 6 is a detail view partly in front elevation and partly in vertical section illustrating certain parts of the controlling mechanism shown in Fig. 5;

Fig. 7 is a diagrammatic view illustrating the circuits for the signalling mechanism;

Fig. 8 is a detail view in vertical section illustrating certain parts of the signalling mechanism;

Fig. 9 is a plan view showing certain parts of the apparatus in modified form;

Fig. 10 is a view in front elevation lllllS- trating a second modified form of the apparatus;

Fig. 11 is a plan view illustrating certaln parts of the mechanism shown in Fig. 10;

Fig. 12 isa view in side elevation illustrating the mechanism shown in Fig. 10 and also illustrating a car standing ,at the station;

Fig. 13 is a detail sectional view taken substantially on the line 13-13 of Fig. 10;

Fig. 14 is a detail view in side elevation partly in section illustrating certain parts of the mechanism shownin Fig. 10; and

Figs. 15 and 16 are plan views illustrating different applications of certain features of applicants invention.

Applicants invention is particularly deill signed to be applied to a station at which passenger cars stop for the purpose of allowing passengers to alight from and to board the cars, and Figures 1 to 14 inclusive illustrate such a station with the invention applied thereto. In the drawings, 15 indicates the platform or floor of the station before which a car stops. In the form of the invention shown, the apparatus comprises a series of substantially duplicate mechanisms for indicating and controlling the movements of the passengers mounted respectively at the several points at which passengers are to enter and alight from the car, these points being hereinafter termed for convenience sub-stations. Each of these mechanisms comprises a vertically movable signalling platform 17 which is yieldingly supported so that it will be depressed when a passenger steps thereon. In the construction shown the signalling platform 17 carries a downwardly projecting rod or plunger 19 extending through a platform 15 and the signalling platform is yieldingly supported by means of a spring interposed between a flange on said plunger and the upper of two stationary disks 20 adjustably mounted on the platform 15, the disks having central openings through which the plunger is arranged to slide. The disks are threaded into a sleeve-like socket 1ncmber 23 secured to the platform 15 so that they may be adjusted vertically with relation to said latform. The outward movement of the signalling platform is limited by means of the upper of two nuts 22 threaded on the plunger 19 and arranged to engage the lower of the two disks 20. The lower end of the plunger 19 carries a contact point 27 which when the plungeris depressed by the weight of a passenger stepping on the platform, engages an insulated contact 28 to close an electric circuit. This circuit compr1ses conducting wires 29 and 30 which lead to a signal device 31, see Figs. 4 and 7, conveniently situated in the station for observation preferably by the driver or other operator within the car. A battery 32 suppl es current for this signal circuit, the circult connections of which are illustrated diagrammatically in Fig. 7. As shown in this figure, each platform is provided with four sets of contacts such as are illustrated in -Flg. 8, a set of contacts being arranged at each corner of the platform. With this construction, when a passenger about to enter the car or a passenger who has just ahghted from the car, is standing on the platform 17, the contacts 27 and 28 will be engaged and the presence of the passengers on the platform will be indicated by the signal 31. These signalling platforms are preferably located adjacent to the edge of the station platform at each sub-station, as clearly shown in Fig. 4.

In addition to the signalling platform 17 at eachsub-station is located a controlling platform 33, and both signalling platform and controlling platform are surrounded by a barrier, on the side of which the car stops, to prevent the passengers on the station from entering the sub-station while passengers are leaving the car. The several parts of the barrier when the car stops at the station occupy the positions shown in Figs. 1, 2 and 4, thereby effectually preventing the entrance of passengers from the station into the sub-station. When the car stops at the station and the doors of the car are open, the passengers from within first step on the signalling platform 17 and then onto the controlling platform 33. The arm of the barrier indicated at 57 consists of a swinging gate which is opened outwardly when the passenger steps on the platform 33, thereby allowing the passengers .to pass outwardly to the left, Fig. 4, or to the right, Figs. 1 and 2, from the sub-station. The platform 33 is also mounted for vertical movement on the platform 15 and is provided with a downwardly extending plunger 35 arranged to engage a projection on the lever 39', pivotally supported at on the platform 15. The left hand arm of this lever, Figs. 1, 2

and 3 is normally held in its upper position.

by means of a coiled spring 41 thereby holding the platform 33 elevated as shown in Fig. 1, the movement of the lever being limited by a stop 43. The other arm of the lever 39 is connected by a link 47 with a second lever 49 pivotally supported at 51 on the platform 15. The secondary lever 49 is forked and embraces the block 53 mounted to slide vertically on a rod 55 journaled in a bearing carried by the platform 15 and held from longitudinal movement in said bearing, the rounded end of the lever engaging between the lateral projections on' the block as shown in Fig. 3. The rod 55 carries at its upper end the gate 57, so that the gate swings inopposite directions by the rotation of the rod. The lower end of the rod 55 is formed with a spiral groove preferably of relatively steep pitch in which engages a pin projecting inwardly from the in- 1 terior of the block 53. Through the connection of the lever 39 and the secondary lever 49 when the controlling platform 33 is depressed by the weight of the passenger thereon, the block 53 will be lifted by the lever 49. The engagement of the lever 49 with the block holds the block from turning movement and the lifting of the block therefore will rotate the rod 55 to swing the gate 57 outwardly to allow the passenger to pass from the sub-station.

The barrier surrounding each sub-station comprises an entrance gate 63 which when the car stops at the station, occupies the position shown in Figs. 1, 2 and 4.

The barrier also comprises an obstructing member 95 extending between the gate 57 and the gate 63. This member has an endless belt form, is mounted on two posts 96 and 98 and embraces the standard which carries the gate 63. The entrance gate 63 is mounted so that when the last passenger has left the sub-station or has stepped from the signalling platform 17, the gate may be moved to the left, Fig. 4, or to the right, Figs. 1, Q and 3 into position shown in dotand-dash lines, Fig. 2, to allow passengers freely to enter the car. The mechanism for moving this gate may be controlled by a. person in the station or by a person within the ear, or preferably is arranged to be con-- trolled by the operator of the car. The gate 63 is mounted on a standard 100 rigidly secured to a longitudinally movable shaft 61 supported below the platform 15. The shaft is connected at one end with a piston 67 operating in a cylinder 7 3 and preferably controlled by means of compressed air. Air is supplied to this cylinderfrom a tank 69, through a pipe81, a valve 71 and pipes and 77 connecting the valve respectively with opposite ends of the cylinder 73. The

valve 71 is a four-way valve such as that illustrated in Fig. 6 of the drawing, permitting a suitable adjustmentof the valve. Compressed air may be delivered to the .cylinder 73 through the pipe 77 while the pipe 75 is cut off from the air supply, or through the pipe 75 while-pipe77 is cut off from said supply. When .the train stops at a station, the valve 71 is positioned so that the pipe 77 is connected with the storage tank 69, thereby'causing the plunger 67 to occupy the position shown in Fig. 4 at the hight hand end of the cylinder 73, the entrance gate 63 being located as shown.

When the signal indicates that all the passengers passing through the various substations have left the signalling platforms 17, the valve 71 is adjusted to connect the pipe 75 with the compressed air supply and shut off connection between said supply and the pipe 77. The plunger 67 will then be forced to the left hand end of the cylinder 73 Fig. 4 and the entrance gates 63 will be moved to the left to open positions. Obviously when the plunger is actuated in one direction. the air is exhausted through the supply pipe 75 or-77 at the end of the cylinder in the direction of which the plunger is moving.

The valve 71 ispreferablv under control of the'operator or driver of the car within the car. To enable this valve to be controlled by the person within the car-the valve operating mechanism may be constructed as shown in Fig. 5. As shown in Fig. 6, the valve comprises a central rotatable cylinder 82 mounted in the valve casing. On this cylinder 82 outside the casing is mounted a U-shaped segment 89 which engages a longitudinally movable rack 87 formed to slide in suitable supports ina fixed bracket 88. The rack 87 carries at its upper end a shoe 83 arranged to be engaged by a vertically movable rod 91 passing through the floor of the car and adapted to be moved vertically by an operator within the vcar. The shoe 83 is normally held in its uppermost position by means of a coil spring 85 thereby maintaining valve 71 normally in position shown in Fig. 6. If the operator wishes to open the entrance gates he merely depresses the plunger 91, thereby operating the four-way valve to shift the plunger 67. The rod 91 may also be moved vertically under air pressure control through a valve mechanism operated by the driver of the car.

After all the passengers have entered the car or when the time schedule shows the driver that he must leave the station, a convenient signal is given to the passengers standing at the station. the driver releases the shoe 83 and this shoe rises under the influence of the spring 85, thereby operating the valve 71 to force the plunger 67 back to the right, Fig. 4. The entrance gates 63 are thus carried back to their original position to the right of the doors of the car. Passengers are in this way prevented from interfering with the closing of the car doors, the doors are closed. and the train is enabled to proceed to the next station without delay, making room forthe next train which during rush hours is usually waiting outside the station to come in. Inthis manner time taken in-unloading and loading passengers at each station is considerably reduced and the capacity of the station is correspondingly increased. 7

Figures 1-4 inclusive illustratea form of the present invention in which a sub-station is provided for each door of the car and each sub-station is provided with asignalling platform 17 and a single controlling platform 33 at one end of the sub-station. In this form of the invention a single gate 57 is provided at the side of the controlling platform and the entrance gate 63 is raised to extend across one end of the sub-station and partially across the front thereof, as

clearly shown in the drawing. In the form of the invention illustrated in Fig. 9a substation is arranged so that the passengers will pass through the same in alighting from either of two connected cars through the adjacent end doors of these carsor in entering either of the cars through these doors. In this form ofthe invention a signalling plat form 17 is arranged to extend in front of end. Two entrance gates 63 are provided in front of the central part of the sub-station, the remaining part of the barrier surrounding the sub-station being formed by members 95. The gates 63 are arranged to slide in opposite directionsto provide an opening for the entrance of passengers, and to this end the left hand gate is mounted on the shaft 61 and the right hand gate is mounted upon a shaft 62. These shafts may be simultaneously moved longitudinally in opposite directions to open the entrance gate by means of two cylinders and pistons similar to the cylinder 73 and piston 67 controlled by a single valve 71 and to do this it is obvious that air supply pipe 77 may, before entering the cylinder carrying the piston connected to one of the shafts, for instance 61, be branched off, one branch entering the left-hand end of said cylinder so as to move the piston towards the right, as shown in Fig. 1, and the other branch entering the right-hand end of the other cylinder, similar to 73 carrying the piston connected to shaft 62, so as to move the piston towards the left. Likewise, air supply pipe 75 would be similarly branched off, so that one branch would enter the cylinder at the right of the piston connected to shaft 62 and move the latter towards the left, and the other branch would be made to enter the cylinder at the left side of the piston connected to shaft 61 and move the latter towards the right. In this manner, shafts 61 and 62 move simultaneously and in opposite directions, for instance, when valve 71 is in the position shown in Fig. 6, connecting pipes 81 and 77, the en trance gates 63 would be either closing or closed, and when said valve is in the other position, namely, connecting pipes 81 and 75,

the said .gates 63 would be either opening or 1 opened.

In the form of the invention illustrated in Figs. 10-14 inclusive arrangement of the signalling platform 17, the controlling platforms 33, the gates 57, the entrance gates 63 and the members 95 is similar to that shown in Fig. 9. The entrance gates 63 in this modification however, instead of being arranged to slide in opposite directions are arranged to swing in opposite directions from the position shown in full lines in Fig. 11 to the position shown in dot-and-dash lines in said figure to allow the passengers to pass from outside the sub-station through the same into the car. As shown in the drawings, the standard 100 of each of the gates 63 is journaled in bearings carried by the platform 15 and to the lower end of each standard is secured a beveled gear 105 meshing with a beveled gear 103 secured to the shaft 61 which in this case is fixed longitudinally and is rotatable in suitable bearings. The shaft 61 carries at its left hand end, Fig. 10, the sprocket wheel 115, about which passes a chain 113, this chain also passing about idle sprocket wheels 117 and 119. Mechanism is provided to enable the operator to actuate the sprocket chain 113 to open and close the gates 63 from within the car. T 0 this end a lever 107 is pivoted at 109 below the platform 15 and is connected by a pin or belt 111 with the sprocket chain. The left hand portion of the lever 107-is channel-shaped in cross section as shown in Figs. 10 and 1% to receive the edge of a disk 121 secured to the lower end of a rod 123 mounted to move vertically through the floor of a car. This rod is connected at its upper end with a plunger 125 operating in a cylinder 127 to the opposite ends of which air is supplied from a suitable source through pipes 129 and 131. The air supply is controlled from a hand-operated valve 133 within the car.

To prevent the injury of passengers during the opening and closing of the gates 63 the gates in this form of the invention are covered by shields 97, the gates being arranged so that there is a comparatively wide i'pace between the same even when they are in closed position. The shields 97 are hollow and fit over the gates 63, as shown in Figs. 10 and 13. The shields are held in place on the gates normally in the position shown in these figures by means of coiled springs 101 connecting the upper and lower outer corners of the gates with pins 99 secured to the shields. If a passenger is struck by one of the shields 97 during movement of one of the gates, the shield will yield readily so that the passenger will not be injured.

Figs. 15 and 16 show passenger cars em bodying certain features of the present invention. Fig. 15 shows a pay-as-you-leave omnibus conveyance equipped with doors 65, signalling platform 17, signal 31, controlling platform 33 and gate 57 at the rear to permit passengers to board the conveyance by the rear only and prevent them from using said entrance as an exit. In this conveyance the passengers are allowed to alight from the conveyance at the front only so that the driver may collect the fares. In this construction the gate 57 is within the controlling platform 33. In Fig. 16 is illustrated a pay-as-you-enter type of conveyance. In the construction shown in this figure, the gate 57 is located between the controlling platform 33 and the signalling platform 17 so that passengers may not enter the car, but are allowed to leave the car at the rear, the passengers entering the car through the front door controlled in the usual way by the driver of the car. In this construction the signalling platform is divided into two parts, part of which covers the fixed step and the other part the space between the first part and the controlling platform, so that a continuous signal is given to the driver by a person attempting to enter the car or standing on said space or on the step at the rear.

It is to be understood that the invention is not limited to the particular construction andarrangement of the arts of the illustrated embodiment of the invention but that certain features of the invention may be embodied in other forms within the scope of the claims.

Having explained the nature and object of theinvention, and having specifically described an apparatus embodying the invention in its preferred form, what is claimed is:

1. In an apparatus of the character described and in combination with the main platform of a station, an alighting and boarding sub-station, and a signal automatically operated by alighting passengers using said sub-station so that boarding passengers may then use the same.

2. An apparatus of the character described having, in combination barrier means comprising a gate normally locked for preventmg a person from entering the main body of a vehicle and having a spiral controlling groove at its supporting end and a guiding block thereon, and means adapted to be controlled by a person leaving said vehicle and about to pass through said gate for automatically unlocking and operating the gate through the action of said blockin said. roove.

3 apparatus of the character described having, in combination, a sub-station, an exit from said sub-station, a gate for stud exit normally in closed position, a platform upon which a passenger treads upon leaving a car and connections between the platform andsgate for opening the gate by Ehe pressure of the passenger on the platorm.

- 4;An apparatus of the character de-' scribed having, in combination, a boarding and alighting sub-station, barrier means for preventing boarding passen ers from entermg said sub-station while a ighting passenranged to be controlled by an operator for opening said barrier means to allow boardmg passengers to pass. I

5. An apparatus of the character described having, in combination, a boarding and alighting sub-station, barrier means for preventing passengers from entering said sub-station while alighting passengers are passing through the same, mechanism controlled by'the alighting assengers for ,per-

'mitting them to leave t e sub-station and means for opening said barrier means to al low; boarding passengers to pass through the" same.

6. An apparatus of the character dethrough the sub-station without te necessity of passing through the remainder of said barrier means, and mechanism for opening the remainder of said barrier means to allow boarding passengers to pass through the sub-station after substantially all the alighting passengers have left the same.

7. An apparatus of. the character described having, in combination, a sub-station, barrier means comprising a gate at the exit end of saidsub-station, means operable by alighting passengers for opening the gate at the exit end of the sub-station and means for opening the barrier means when alighting passengers have left the sub-station.

8. An apparatus of the character described having, in combination, a sub-station, barrier means for said sub-station, means operated by alighting passengers for opening said barrier means, means for indicating when the last passenger hasleft the mitting passengers to leave said sub-station,

and means for control lin the inflow of boarding passengers into said sub-station.

10. An apparatus of the character described having, in combination with the station, a sub-station, a barrier for said substation, means 0 erable by a person within the sub-station or opening the barrier to permit said person to leave the sub-station, means for permitting a person to enter the sub-station, and signalling mechanism for indicating the presence of a person within the sub-station.

11. An apparatus of the character described having, in combination, a sub-station, barrier means for said sub-station, means operable by alighting passengers for openingsaid barrier, a signalling mechanism for in 1 the sub-station andmanually controlled means for opening the barrier to allow boarding passengers to pass through the same.

'12. An apparatus of the character described including in combination with the eating the presence of passengers within,

main' platform-of a loading and unloading main loading and unloading platform of a station, a sub-station, barrier means for dividing said sub-station from said main platform comprising a gate at one point to allow alighting passengers to pass directly from the sub-station, a gate at another point to allow boarding passengers to pass through the sub-station, it being possible to pass in and out of the sub-station through one gate without passing through the other, and means for separately operating both gates.

18. An apparatus of the character described having, in combination, a sub-station, a platform upon which a passenger first treads upon alighting from a car, a signal controlled from said platform, a second platform upon which a passenger treads just before leaving the sub-station, barrier means extending about the sub-station comprising a gate controlled from the latter platform and means for opening the barrier means to allow boarding passengers to pass through the sub-station.

14.-An apparatus of the character de scribed having, in combination, a sub-station, a platform upon which a passenger first treads upon alighting from a car, a signal controlled from said platform, .a second platform'upon which a passenger treads just before leaving the sub-station and bar- ,rier means extending about the sub-station comprising a gate controlled from the latter platform.

15. An apparatus of the character described having, in combination with the main loading and unloading platform of a station, a barrier at substantially the edge of said platform and having openings sub.- stantially corresponding with the doors of a train stopping at said station, a boarding .and alighting sub-station at said barrier openings and substantially extending into said platform, barrier means about said substation, and separate means in said sub-statlon barrier means for obstructing and permitting the passage of boarding and alightmg passengers through said sub-station.

16. An apparatus of the character described having, in combination, a sub-station, a signal arranged to indicate to the operator of a car the presence of a person within the substation and means arranged to be controlled by the operator of the car for controlling the opening and closing of said sub-station.

17. An apparatus of the character described having, in combination with the main loading and unloading platform of a station, a boarding and alighting vertically movable platform on said first mentioned platform, a signal control and circuit connections for said control controlled from said movable platform, barrier means about said movable platform and having openings for the inflow and outflow of boarding and form has terminated.

alighting. passengers, and means for permitting and controlling the inflow of boarding passengers onto said movable platform after the signal indicates the outflow of alighting passengers from said movable plat- 18. An apparatus of the character described having, in combination, a -sub-station, a barrier extending about said station comprising a movable gate, means for moving the gate and a shield mounted on the gate and arranged to yield relatively to the gate when it strikes a person during the movement of the gate.

19. An apparatus of the character described having, in combination with the main loading and unloading platform of a station, a barrier at substantially the edge of said platform and having openings sub stantially corresponding with the doors of a train stopping at said station, a boarding and alighting sub-station at said barrier openings and substantially extending into said platform, barrier means about said substation, separate means in said sub-station barrier means for obstructing and permitting the passage of boarding and alighting passengers through said sub-station, and mechanically controlled means for operating said sub-station obstructing means.

20. An apparatus of the character described having, in combination, a signalling platform, a signal control operated by said platform, a controlling platform and a gate controlled from the latter platform.

21. An apparatus of the character de scribed having, in combination, barrier means comprising a gate normally locked for preventing a person from leaving the main body of a vehicle and having a spira controlling groove at the supporting end thereof and a guiding sliding member thereon, and means adapted to be controlled by a person entering said vehicle and about to pass through said gate for automatically unlocking and operating the gate through the action of said sliding member in said groove.

22. An apparatus of the character described having, in combination, a sub-station, a barrier extending about said substation comprising a movable gate, said movable gate leaving, when in a closed position, an open space through which a person can pass, means for moving the gate, and means resiliently mounted on the gate for substantially closing said open space and arranged to yield relatively to the gate when striking a person during and after the movement of the gate so as to allow said person to pass.

i to pass upon said platform in both directions, and means for operating said gates independently of one another.

24. An apparatus of the character described having, in combination, with the k main loading and unloading platform, a boarding and alighting sub-station,a barrier for separating said sub-station from the main platform having an opening facing the door of a car and an opening at an angle thereof, said openin s arranged to allow the inflow into and outi low of passengers from said sub-station, and means for controlling the flow of passengers through said openings independently of one another so that the inflow of passengers may not interfere with the outflow.

25. An apparatus of the character de-,

scribed having, in combination, a sub-station, a barrier extending about said sub-staable gate leaving, when in a closed position,

closing said open space and arranged to yield relatively to the gate to allow the passenger to pass.

26. An apparatus of the character described having, in combination, a platform, a gate and connections between the platform and gate for operating the gate from said platform comprising a controlling spiral groove on the supporting end of the gate and an actuating member in connection therewith.

Signed-at New York city this 2ndvday of May 1922.

JOSEPH HOFFAY. 

